Before you get your approval to run the service on a signal box, you need to find out about the local characteristics. After training as a general trainee signalman, dispatchers were always paired with a person skilled in the signal box. This chapter is a brief introduction to the area. Read it carefully. It contains very important information.

The simulation help files include some additional PDF files which are available as additional download, including the following information:

Zentralstellwerk Würzburg Hbf

Lines

In total, four lines come together in Würzburg Hbf. These are the following lines:

Line 733: Schnellfahrstrecke Hannover-Würzburg (KBS 351)

Line 5321: Heidingsfeld-Würzburg (KBS 780/920)

Line 5200: Würzburg-Aschaffenburg (KBS 800)

Line 5910: Würzburg-Fürth Hbf (KBS 805)

These lines split up in the immediate vicinity of our central station. At the neighbouring station Heidingsfeld the line branches into the direction of Lauda/Stuttgart and the line towards Ansbach/Treuchtlingen. At the neighbouring station in Rottendorf, the line splits into the direction of Nürnberg and a line into the direction of Bamberg.

Neighbouring Dispatching Areas

Let's have a look at our neighbouring dispatchers:

Schnellfahrstrecke Hannover-Würzburg (green line)

After Rohrbach the high-speed line (Schnellfahrstrecke ) splits up in a line towards our neighbouring dispatcher Lohr am Main (ESTW operated from Munich) and neighbouring dispatcher Burgsinn (Sp Dr S600, operated locally). The tracks 859 and 809 lead to Lohr and further to Aschaffenburg, Hanau and Frankfurt. The tracks 855 and 805 lead to Burgsinn and from there continuing towards Fulda. These track numbers are also the train offering windows.

Heidingsfeld - Würzburg (yellow line)

The line to our neighbouring station in Würzburg-Heidingsfeld is a busy line. In Heidingsfeld the line branches in the direction of Lauda/Stuttgart and in the direction of Ansbach/Treuchtlingen. Freight trains as well as passenger services are running on this line. From time to time, long-distance trains also run here. GWB is available on both tracks.

Würzburg - Aschaffenburg (red line - rightside)

The red line is very important to us. Although we can take limited action with the help of our small ESTW, we have a good overview here of which trains are on their way towards Würzburg. In the station of Veitshöchheim there is the branch for the trains which run from/to the Rbf, or directly to the main station via the red line. The neighbouring dispatcher here is Retzbach-Zellingen. However, communication usually does not take place, because we are in between with our own ESTW. GWB operation between Veitshöchheim and Retzbach is currently not possible in the simulation.

Würzburg - Fürth Hbf (red/purple line - leftside)

The line towards our neighboring dispatcher in Rottendorf (ESTW) can be used via all three tracks, but it is actually a double-track and a single-track line in one. The single track, the purple colored track is called the "Nordgleis". This is also stated in the remarks of the timetable. Since the line splits in Rottendorf into the line in the direction of Nürnberg and in the line in the direction of Bamberg, the regional trains from/to Bamberg and Schweinfurt in primarily run via the "Nordgleis". Freight trains occasionally run via the "Nordgleis" as well. However, most of the passenger and freight traffic takes place via the (red) double-track line.

Stations and Sidings

Würzburg Hbf

To simplify the coordination of shunt movements, we subdivided the main station with its many tracks and points into various shunting areas. The main areas next to the platform tracks are the railway yards "East" ("Ost") and "West". There is also the stabling area "Ta/Wa", an abbreviation for the so-called Talaverabstellung and the Wasserhaus (toilet cleaning, etc.). The railway yard BW located below explains itself. Important here is that most tracks in the 250-series lead to a locomotive shed. The blue tracks do not have a overhead line and may therefore only be used by steam or diesel trains. Track 263 is used as an access track to the turntable for rail vehicles without pantographs. Track 264 is the exit track. Similarly, track 283 is the access track to a second, still present, turntable for electric traction vehicles. The locomotives that want to reach their location of deployment usually come from track 284.

Platforms

The location of the platform tracks is clearly visible on the panel. Track 200 also has a platform, but this platform is not utilized in the timetable used. The tracks 200, 201 in the upper part of the station as well as the tracks 202-204 are mainly used for letting freight trains pass-through or having their timetabled stop overthere.

The tracks 2-11 are divided by so-called Zugdeckungssignale (cover signals). The Zugdeckungssignale can be set to Stop with the help of the HaGT button or via the DET, for example for track 3 with the command HS,I3 or HS,II13. To set these signals back to "Kennlicht", we use the SGT button or the DET command ZA,I3 or ZA,II13. The corresponding signal ID must also be used as the end point for train routes.

Overview of additional end buttons Würzburg Hbf/Gbf

In the area of the platform tracks and the freight station almost all signals have a standard entry route where the entry signal's aspect shows a speed restriction of 30 km/h. Such entry routes are set with end button 1 (ZT1). Exceptions are the signals P210, P206, P207, N200, N051 and N207. For a entry route with Vmax 30 km/h the end button ZT1 must be pressed or the signal ID must be entered in the DET. A possible preceding 0 in the signal ID must be omitted here. The 30 km/h overlap route for track 5 is thus e.g. P5 or N15. The following table provides an overview of the overlap routes (with the exception of the 30 km/h-overlap routes) in the station area. The listed S600-ID is the command to be entered in the DET for the desired overlap route:

Endbutton (S600 ID)

Description

Vmax (km/h)

.P200L

Overlap route to the left (destination Rottendorf)

Vmax

.P200K

Overlap route upto P210 towards Heidingsfeld

Vmax

.P201K

Overlap route towards Heidingsfeld

Vmax

.P201R

Overlap route towards Heidingsfeld

Vmax 60

.P201L

Overlap route towards Rottendorf

Vmax 60

.P2R

Overlap route towards Heidingsfeld

Vmax 60

.P2L

Overlap route towards Rottendorf

Vmax 60

.P3R

Overlap route towards Heidingsfeld

Vmax 60

.P3L

Overlap route towards Rottendorf

Vmax 60

.P4R

Overlap route towards Heidingsfeld

Vmax 60

.P4L

Shorter overlap route towards Rottendorf

Vmax 60

.P4K

Longer overlap route towards Rottendorf

Vmax 80

.P5R

Shorter overlap route towards Rottendorf/Heidingsfeld

Vmax 60

.P5K

Longer overlap route towards Rottendorf/Heidingsfeld

Vmax 80

.P5L

Shorter overlap route towards Rottendorf (Nordgleis)

Vmax 60

.P5M

Longer overlap route towards Rottendorf (Nordgleis)

Vmax 80

.P6L

Longer overlap route (all directions)

Vmax 60

.P7L

Overlap route towards Rottendorf (Nordgleis)

Vmax 60

.P8L

Overlap route towards Rottendorf (Nordgleis)

Vmax 60

.P9L

Longer overlap route (all directions)

Vmax 60

.P10R

Longer overlap route (all directions)

Vmax 60

.P11R

Longer overlap route (all directions)

Vmax 60

.P202R

Longer overlap route Rottendorf/Heidingsfeld

Vmax 60

.P202L

Longer overlap route Rottendorf

Vmax 60

.P203R

Longer overlap route Heidingsfeld

Vmax 60

.P203L

Longer overlap route Rottendorf

Vmax 60

.P204L

Longer overlap route Rottendorf Nordgleis

Vmax 60

.P205R

Longer overlap route (all directions)

Vmax 60

.N200

Overlap route to the right towards SFS, N106, Gbn

Vmax 60

.N200L

Overlap route to the left towards N110/N101

Vmax 60

.N201K

Longer overlap route towards N051

Vmax 80

.N201L

Shorter overlap route towards N051

Vmax 60

.N201R

Longer overlap route towards SFS, N106, Gbn

Vmax 80

.N12L

Longer overlap route towards N110/N101

Vmax 60

.N12R

Longer overlap route towards SFS, N106, Gbn

Vmax 60

.N13L

Longer overlap route towards N110/N101 and SFS contra track

Vmax 80

.N14L

Longer overlap route towards SFS

Vmax 60

.N15R

Longer overlap route towards SFS, N106, Gbn

Vmax 60

.N16K

Longer overlap route towards SFS, N106, Gbn

Vmax 80

.N16R

Shorter overlap route towards SFS, N106, Gbn

Vmax 60

.N16L

Longer overlap route towards N110/N101 and SFS contra track

Vmax 60

.N17L

Longer overlap route towards N110/N101, SFS and N106

Vmax 60

.N17R

Longer overlap route towards Gbn

Vmax 60

.N18L

Longer overlap route towards N110/N101, SFS and N106

Vmax 60

.N18R

Longer overlap route towards Gbn

Vmax 60

.N19L

Longer overlap route towards N110/N101, SFS and N106

Vmax 80

.N20R

Longer overlap route towards Gbn

Vmax 60

.N21R

Longer overlap route alle towards

Vmax 60

.N202R

Longer overlap route all directions

Vmax 60

.N203R

Longer overlap route all directions

Vmax 60

.N204R

Longer overlap route towards Gbn normal track

Vmax 60

.N205R

Longer overlap route all directions

Vmax 50

.N206R

Longer overlap route all directions

Vmax 50

Eastside

A lot of shunt movements take place in the yard on the east side ("Ost"). The tracks 468 and 469 are used for short-term stabling and turning around. Train consists are often waiting here for a second part of the train, which either arrives at the Hbf as a train service and is subsequently reinforced there with the stabled consist, or the waiting consist is brought to the platform as a shunt movement. The tracks 349, 184 and 368 can theoretically be used for turning around. Since it then blocks the important routes to and from Heidingsfeld or Rottendorf, this possibility is rarely used. Occasionally trains are stabled on tracks 461, 465 and 266 for some time.

Westside

A lot of shunt movements take place in the railway yard on the west side ("West"). After arrival, trains go to 391 as a shunt movement to turn around and then further to 217 to the fuelling point. There are also many shunt movements to/from the Talaveraabstellung of the Wasserhaus ("Ta/Wa"), which then turn around on tracks 090/110 and to drive to/from the platform tracks where sometimes even all important tracks for train movements have to be crossed. Here the dispatcher must keep a good overview. Some shunt movements from 415 are so long that they have to continue into track 130 in order to be able to fit on track 110 and to be able to turn around. The comments in the timetable provide useful instructions for this purpose.

Endbutton (S600 ID)

Description

Vmax (km/h)

.S90

Shorter overlap route, point 285 not in overlap route

Vmax 40

.S90L

Overlap route to the left towards tracks 7-298

Vmax

.S90K

Longer overlap route towards tracks 1-6

Vmax

Würzburg Rbf and Veitshöchheim (ESTW)

Würzburg Rbf Zell (NWR U)

The area of ​​the Würzburg Rbf is displayed partly on the panel according to the original. The other part of the Rbf is visialized in an ESTW added for this simulation. This ESTW is necessary to enable realistic freight traffic in the area of Veichtshöchheim station, and to enable the dispatcher to intervene in the event of a failure overthere. On the panel, the indicators for the auto-fleeting of the signals within the ESTW area are located to the left of the tracks 596/597. As a rule, auto-fleetings must always be active for these signalsn. The signal P563 is an exit signal in the direction of the Hbf. When driving in the GWB, the signals S501-S506 are exit signals. N501 to N506 is entered in the DET as destination for train routes towards the Rbf. From that point on the dispatcher "ESTW" takes over the handling of train traffic. The only exception applies to shunt movement in the Rbf area. These shunt routes must be set manually by us via the DET.

Würzburg Rbf Ausfahrt (NWR A)

There are a number of freight trains which will have a longer stop or staff change on track 606 of Würzburg Rbf Ausfahrt every now and then. Under certain circumstances this can lead to the situation that a second train, which also wants to go to track 606, will come to stand still somewhere else. The simulation then tries to set a route to track 606 for that train, which is not possible because of the occupied track. We must intervene in such situations if necessary.

Veitshöchheim (NVE)

In the station area of Veitshöchheim, the trains are automatically routed from the main line to the freight tracks or vice versa by the automatic route setting (ARS) system. As a dispatcher you can intervene here, if you see that a freight train wants to access the main line, while a RE train from the Hbf just departed into that same direction. If you do not intervene, the RE train will have to drive behind the freight train all the time. On the main line, GWB operation is possible between the Hbf and Veitshöchheim.

High-speed line (SFS) Hannover-Würzburg

Üst Margetshöchheim Neuberg (NNB)

Üst Espenloh (NES)

Üst Hohe Wart (NHW)

-->

Rohrbach (NRB)

The pecularity in Rohrbach is that the points from/to Lohr can be passed at 200 km/h in both directions. The points on the east side of the station can be passed with only 100 km/h when in diverging position. Here, in the event of dense traffic with two trains, one train from Burgsinn and one from Lohr, it can be useful to route one train via track 801 and thus slow it down a bit to allow the faster train from Burgsinn to take over. The maximum allowed speed on normal track to and from and to Burgsinn is 250 km/h. The exit signal P802 only reacts to trains with the steering number 1 or 2. The steering number 1 sets a route in the direction of Lohr, the number 2 a route towards Burgsinn. From the opposite direction, trains from Lohr have the steering number 5. The auto-fleeting of signal Esig B809 into the direction of signal Asig N803 will not be activated if trains do not have the steering number 5.

The local interlocking system is of type L60.

Line Würzburg-Aschaffenburg

Würzburg-Zell (NWZ)

In the vicinity of Würzburg-Zell, track 597 was built a few years ago for the benefit of staff changes at freight trains and as passing track. The platform in the direction of Veitshöchheim is located along track 591. At that time the old entry signal was located at the location of the current signal S596. Track 597 can be accessed at 80 or 40 km/h in accordance with the overlap route-table shown below. Because of the track length of 760 meters, there is no train that does not fit on this track. This track should mainly be used when a staff change has to take place, but the relieving driver is not yet on site. An indication for this comes before the arrival of the train by a telephone call from its driver. It is also possible to route a train into 596 with 40 km/h whilst another train can depart from track 597 at the same moment. The entry signal F599 is equipped with auto-fleeting.

Endbutton (S600 ID)

Description

Vmax (km/h)

.S596

Short overlap route, point 509 not in overlap route

Vmax 40

.S596K

Long overlap route

Vmax

.S597

Short overlap route, point 509 not in overlap route

Vmax 40

.S597K

Longer overlap route

Vmax 80

Thüngersheim (NTHM)

Tracks 8001 and 8002 are the platform tracks of Thüngersheim station. Only the RB trains and the first/last RE train of the day stop here.

Information about the timetable

The simulation is based on the timetable of the year 2016. For the long-distance trains, planned changes, as a result of engineering works on different lines, have been incorporated into the timetable. Influences on the timetable were:

Signal box failure in Mülheim (Ruhr)-Styrum until 20-03-2016

Engineering works on the Nuremberg-Leipzig line from 03-01-2016 until 05-09-2016

Engineering works on the SFS (HSL) Göttingen-Hannover line from 14-07-2016 until 03-09-2016

The regional trains' timetable is based on the first half of 2016. Therefore, changes in the course of the second half of 2016 (replacement of single-deck trains by double-deck trains on the Frankfurt-Würzburg route, and the extension of the corresponding Regional Express service to Bamberg) are not included in the timetable. Deviations during the school holidays are not included either. The same applies to deviating times, final destinations, or train compositions which only occurred one or just a few days in the year.

Some freight trains are also limited to special periods. This applies in particular to the diverted freight trains from Leipzig via Fulda to Würzburg and back in the period 01-10-2016 to 05-09-2016. For the freight trains' timetable the period from January to March 2016 is taken as the basis, and as such is implemented for the rest of the year. Limited time periods in 2016 were also taken into account. For some freight trains, the train number was changed in 2016. Only one train number for the entire year has been used for these cases. For a number of trains the route and travel times had to be partly estimated. The vehicle composition of freight trains is typical.

High-speed line (SFS) and steering numbers

On the high-speed line (SFS), traffic is running to the north and from Lohr using steering numbers. The steering numbers are assigned as follows:

Steering number 1 - direction Lohr (NLO)

Steering number 2 - direction Burgsinn (NBN)

Steering number 5 - from Lohr

Trains from Lohr already have the steering number 5 assigned. For the trains to the north the steering number is automatically assigned when the train is on the SFS. After passing Rohrbach, all steering numbers are automatically deleted.

This process works for all trains being scheduled via the SFS. If the dispatcher routes other trains via the SFS, it may be that the train in question gets no steering number or a wrong steering number assigned. In that case, the dispatcher must either change the steering number himself or manually set the routes in Rohrbach.

Northern track to/from Rottendorf (NRTD)

Between Rottendorf (NRTD) and Würzburg Hbf (NWH), a third track runs north of the main line. This northern track is used in bi-directional direction for trains from/to Schweinfurt. Some trains to Kitzingen/Nuremberg also run via this track. Which trains the dispatcher should send via the northern track to Rottendorf as per timetable, is indicated in the remarks for these trains.

However, in principle all available tracks can be chosen according to the dispatcher's preferences, as in Rottendorf all destinations can be reached from any track.

Freight trains and staff changes

Freight trains run in all directions and in all possible ways. For some freight trains to the west, the Remarks indicate how they should routed according to the timetable. Where the remark has the following meaning:

Fbn is also indicated for trains from the opposite direction, if these run from NWR U via the Fernbahn tracks (tracks 561-562-552-150-130) to NWH. All other freight trains from/to NWR run via the freight tracks (Gbn = brown line). Trains which are marked with (> NWR) must be routed via the Rbf, since a long stop is planned there.

Trains that are marked with (> NWR) can also run via Würzburg-Zell. In this case, if the train should not run via track 4, the route must be set manually on the ESTW panel in Veitshöchheim.

For many freight trains, a staff change (LPW) takes place in Würzburg. The possible stations where this can take place are:

NWH

NWZ

NWR U

NWR A

The railway yard where a staff change is planned is mentioned in the remarks including an indication of the track, eg NWH LPW 200 of NWR U LPW 505. the relay will call the dispatcher prior to the staff change (exception: early trains or delayed relay; in this case the driver will call). The planned location for staff change is specified in the dialog box. The dispatcher can at that moment choose a different location. In that case, the movement order will be automatically changed.

It often happens that a freight train with a planned staff change in NWR U or NWR A, also makes another short planned stop (usually 2 minutes) in NWH. This is often a stop in which the relieving driver gets on the train or the driver being relieved of duty gets off. In reality, a change in staff is regularly deviated from at Würzburg Hbf. More details for this in the video.

For almost all freight trains, only departure times are specified in the timetable (with the exception of NWR A or NWR U, see ESTW). This is to prevent freight trains from stopping for a planned stop or operational stop, although the reason for this, e.g. due to a delay, is no longer valid. In case of a staff change (LPW), the stop of the train is automatically executed by the movement order. The dispatcher needs to take care of any other planned or operational stops himself, if necessary. These are stated in the remarks including the planned departure time indicated, for example NWH H 04:52 (Halt) for operational stops or NWH S 00:24 (Stop) for requested/planned stops. The train will continue as soon as the exit signal shows proceed.

In Rohrbach, some freight trains also have a stop on the siding of the contra-track. This is specially indicated, for example: !!!NRB 804 H 01:05. Also note that in the track occupation overview only the departure time of the freight train is entered as the transit time and therefore no exact occupation time for the relevant track will be visible.

With the fax option 0 Cargo there are no freight trains (exception: freight trains which are subject to shunting operations in NWH or NWR U, eg EX 50000-50007). This is a training mode to become familiar with the passenger traffic.
With the fax option Cargo+ there will be additional freight trains from Wednesday to Sunday, such as engineering trains, single locos as well as empty stock. In this case, it is possible that the dispatcher, even when playing without delays, must make adjustments.

Generic Panel NVE/NWR (ESTW)

In order to be able to ensure that freight trains, which run through the area of ​​the Würzburg marshalling yard (NWR) and without the actual neighbouring signal boxes being present, can properly run, the railway yards Veitshöchheim (NVE), Würzburg Rbf Ausfahrt (NWR A, only 3 tracks), Würzburg Rbf Zell Umspanngruppe (NWR U) as well as routing into and out of the other parts of the Würzburg marshalling yard (Rbf 0 to Rbf 3) are operated by an "integrated ESTW". This ESTW can be operated by the dispatcher Würzburg by means of a generic panel.

In the simulation, all trains running in or through this area are routed through this area by automatic route setting (ARS). The routes are automatically set so that the NWH signal box can be operated by one player. For this purpose, all signals in this area - in contrast to reality - are equipped with ARS. Shunt routes between the Rbf and NWR U, however, must be set manually for both directions.

For NWR U, the boundary of the area of ​​responsibility between the ESTW and NWH lies on the tracks 501-506 and 901-906 respectively. The dispatcher at NWH must set the exit route from the tracks 501-506 for trains towards the Hbf as well as entry routes for the trains from the Hbf towards tracks 501-506. The automatic procedure within the ESTW is only fully guaranteed when the dispatcher routes the trains to the tracks of NWR U as specified in the timetable.

In principle, the tracks 501-506 and 901-906 can be used for both directions, which in reality usually also happens.

In the timetable, tracks 501-503 are used for the direction north-south, and tracks 504-506 are for the direction south-north. There is only one exception for track 503 (direction south-north). Pass-through train traffic always goes via tracks 501 and 506. A stop can take place on all tracks.

In NWR A only three of the five tracks equipped with overhead lines are displayed on the ESTW. The other two can be reached via the entry tracks to the Rbf. Tracks 604 and 605 are used for pass-through train traffic; track 606 is for stops in both directions. Trains terminating or starting in NWR will run via the entry and exit tracks of Rbf. In order to guarantee the automatic operation, all trains that have a scheduled stop in NWR U or NWR A always have a departure and arrival time (exception: Cargo +). This means that the train will always stop, even when it's delayed. For stops within the control area of ​​the ESTW, the route is set about 2 minutes before the scheduled departure time.

When playing with delays, the planned track may be occupied by another train. Here the dispatcher must decide whether the train has to wait or if the train will be routed to another track. The route must be set manually in ESTW for this to happen.

For freight trains in the south-north direction, where the staff change (LPW) in Würzburg-Zell takes place on track 3, the auto-fleeting of signal ASiG 40N2 in NVE must be switched off in time, to ensure that during the staff change no entrance/exit routes to/from NWR will be blocked.

Players who want to avoid the delays that normally occur with freight trains in NWR have the option of always running them on time with the "NWR +0 min" fax option, thus guaranteeing automatic handling within the ESTW.

Long-distance trains

All long-distance trains have a short stop in NWH. From Monday to Wednesday, there is one ICE arriving in NWH in the late evening on track 9, and staying there overnight until the next morning's service. On Monday morning this train comes as empty stock from Frankfurt.

Some ICE trains combine or split in NWH. In the event that two trainsets will combine at the platform track, the planned track should be used for this, so that the movement orders will be executed correctly. If another track is used for combining such trains, the movement order for the first train (long entry) must be changed to the correct track.

Stabling of extra trains

Some extra trains (see List of extra trains) terminate or start their service in NWH. These trains will be temporarily stabled in stabling area Wasserhaus or in the Gbf.

Stabling of locomotives

Locos of DB-Regio are stabled in the railway yard of Drehscheibe 2 or on tracks 260 or 261. Locos of the PbZ trains wait on track 261 until their next service.

The locomotives of private railway operators for freight trains are stabled in the Rbf.

Stabling of DB Regio-trains

Most DB Regio trains are stabled on tracks 205, 206, 207, 208, 281 and in the Wasserhaus (Wa) and Talavera (Ta) railway yards. Some train units are stabled on tracks 191, 192 and 465, as well on tracks 456 and 421 near the platforms. A reserve EMU (electric train) is stabled on track 461, which is replaced daily by another train unit.

All regional trains from Frankfurt, which are locomotive-hauled trains, are transferred to the Wasserhaus railway yard by a switcher for cleaning and later stabling. If a train is being stabled on the Wa/Ta yard, the switcher will bring back the train to the platform track for its next service. A train locomotive is usually transferred by the switcher for stabling and also brought back again. For locomotive-hauled trains pulled by 2 locomotives (BR 111), usually one locomotive is stabled near the Drehscheibe 2. But it also happens that both locomotives uncouple or both stay with the train.

For the trains which are stabled on tracks 205-281, the train formation will be carried out on the siding tracks. For trains which have been transferred to the platform track by the switcher of the Ta/Wa yard, the train locomotive will couple on the platform track.

Diesel trains travel to the tank plate on track 217 before they go to the stabling area. Cleaning can also take place there. Some electric trains also drive to the tank plate for cleaning, also.

Stabling areas Wasserhaus (Wa) and Talavera (Ta)

Trains of DB Regio are stabled in both stabling yards. There is a cleaning installation in the Wasserhaus (Wa) yard. That is why all trains go via track 415 to the stabling yard Wa. After cleaning, the train is then stabled on a stabling track. Trains that have been stabled in the vicinity of the Hbf are returned via track 415 of the stabling yard Wa. In order to stable a train in the Talavera (Ta) yard, the dispatcher must set a shunt route from track 413 to track 403. These trains are later brought back via this same track 403 for a new service.

Since all train movements out of the stabling area Wa/Ta (tracks 415, 413 and 403) are not shown in the train overview or in the timetable, these movements are mentioned in the list "Train movements from Wa/Ta".

Trains marked with AAT (AppearsAfterTrain) depend on the arrival time of the train mentioned in the right-hand column. If that train is delayed, the start time of the corresponding transfer from Wa/Ta will increase by as much time.

In the case of train movements from the Hbf to track 415, there must be sufficient time until the moment a movement out of Wa will take place. In case of doubt, the arrived train stays on the platform longer. Normally there is sufficient room for this. Only the ICE/IC tracks 4-7 must be cleared relatively quickly.

Switchers

The switcher of DB Regio is normally located at the stabling area Wa/Ta. However, in case of short intervals between two movement orders the switcher will be stabled on track 423 in the vicinity of the platforms.

The handling of the PbZ-D 2487 and the formation of the cars of RE 4627 overlap. In reality, these trains are treated successively by the switcher of DB Regio. When playing with delays, the order of the trains and the time interval can strongly vary; different scenarios of the handling by the switcher are conceivable. However, they can not all be included in the timetable. Therefore, on the days that PbZ-D 2487 is running, two switchers will appear in succession from the stabling area Wa.

For the train formation of the DHL express trains (EX 5000-50006) a switcher with personnel of the Rbf will come to the Gbf in NWH. If this locomotive is not used for service, it goes to track 217 to refuelling.

The transfer of freight cars from Rbf to the port and back is carried out by a switcher of a private railway company located in the port area. The scrap dealer is served by a DB Cargo locomotive.

PbZ-D trains

In Würzburg a train pair runs once a week as PbZ-D between Munich and Leipzig. Usually the service day is a Thursday except in the summer of 2016 when it's Tuesday, and in the autumn of 2016 on both Tuesday and Thursday.

The exact periods are as follows:

PbZ-D 2486

Thu: until 31-03-2016 and from 05-10-2016, also on 19.05.2016

Tue: 01-03-2016 until 06-12-2016, not on 08-/15-/29-03-2016 as well as on 17-05-2016

PbZ-D 2487

Thu: until 31-03-2016 and from 06-10-2016

Tue: 05-04-2016 - 27-09-2016 and 06-10-2016 - 08-12-2016

In the timetable, cars are added or removed for all these trains by the switcher (Ta/Wa).

In reality, the PbZ-D trains are running with widely varying train compositions and are also handled as such in NHW. To take this into account, other scenarios can be selected by fax. More details can be found in the Overview of PbZ-D trains.

Turning around at the east side

The tracks on the east side are divided into two groups: Ost L and Ost K (see track overview).

In the Remarks, the group or a specific track is mentioned. The movement orders are all written in such a way that the dispatcher can always use any track in the relevant group for turning around. However, when choosing a particular track, care must be taken to see whether the final destination track can be reached from there.

For group Ost L it should be noted that there are restrictions for track 468:

Only the platform tracks 5-11 can be reached from this track.

Only single unit EMU/DMU trains or locomotives can turn around on this track.

On this track, certain DMU units are temporarily stabled until their next service.

Turning around at the west side

The tracks on the east side are divided into two groups: West L and West K (see track overview).

In the Remarks, the group or a specific track is mentioned. The movement orders are all written in such a way that the dispatcher can always use any track in the relevant group for turning around. Exceptions are the movements to and from the refueling station. Track 391 should always be used here. Additionally, when choosing a particular track, care must be taken to see whether the final destination track can be reached from there.

There is a separate group of tracks assigned for the turn around for entering/leaving into/from Talavera and Wasserhaus.

Additional remarks in the train overview window

Movement orders in brackets mean that these movement orders will be executed, but not by this train. This is often the case for trains waiting at the platform or in the stabling area, waiting to combine with an other train.

The sign ^xxx means that the train will be overtaken by train xxx. Trains with the note SFS GWB!! ^xxx/yyy/zzz“ have to be sent onto the SFS planned via the contra-track (GWB) towards Burgsinn. This is the case, for example, for the diverted ICE trains (Nürnberg-Leipzig) where the diverted train is overtaken by the regular ICE into the direction of Burgsinn.

For EMU/DMU/locos that drive to the refueling station on track 217, it is stated whether they are being cleaned (EMU) or refueled (DMU/locs). The required time is about 10 minutes per carriage. Each time, the time required is to be determined by the dispatcher himself. For the RAbt 23552, only the front car will be refueled. The last carriage will drive the stabling track 192 to the tank plate just before its next service.

Movement orders

All movement orders, which are to be carried out on the platform tracks, do not have a fixed track assigment. As a result, the dispatcher can act flexibly if necessary, and the movement orders are also carried out when the train is sent to another track.

Exceptions here are movement orders for long entry routes to the second track section of a platform track. Here the exact track is given so that the train does not stop on the first track section. If such trains are sent to another track, the movement order must be changed in time.

For a short entry route, the dispatcher must set the train route up to the cover signal. Shunt movements with a short entry route automatically stop at the first section of the platform track. The same applies to train movements where only one track section of a platform track is mentioned in the comments.

Stabled trains at program start

When starting a simulation, certain locomotives, cars or complete trains will be stabled on the tracks where they should be located at that time in accordance with the timetable.

This could be trains, which have arrived recently and are to be combined with an arriving train which is scheduled to arrive after the start of the simulation. When playing with delays, it may happen that an already-stabled train shows up again as a delayed train. Since the delays are randomly generated in the simulation, it is impossible to take this into account. For such cases, the delayed train should be cancelled.

The same could happen for trains stabled in the stabling yards. Please check the list of stabled trains at program start (by means of the notepad) and check the announced trains with their remarks closely.

Rescue train

A rescue train is continuously stabled on track 209. This train can make a condition ride on Tuesday. For this purpose, the train must be occupied with personnel by 08:30 using the movement orders window. After a short time the train will change its train number and can depart from track 209, according to the timetable, towards the SFS. Of course, the train can also be manned on any other day and at any other time. The train number will always change then. However, a timetable for this train is only scheduled on Tuesdays (departure: 8:42 am).

In order to ensure that the rescue train returns from the condition ride later on, the fax option RTZ must be activated in time before 10:32 am. This option can be used from Monday to Friday, in case the dispatcher decides to let the condition ride take place on another day.

Additional traffic (Zusatzverkehr)

In order to offer even more variety in train traffic, additional (unplanned) train traffic has been set up in various ways.

Every Tuesday, the EK 56875 carries a wagon with axles for the workshop of DB Regio in Talavera.

Some diesel locomotives go to track 217 during their deployment to refuel.

Other extra trains can be activated at any time using the fax option Cargo +.

Diversions
Line closures and the subsequent diversions can be simulated by means of the fax option:

Closure SFS (Sperrung SFS): no trains from/to Burgsinn, line closed between NBN and NRB, trains come from NGM; Trains via the SFS to Burgsinn must be sent into the direction of NWZ by the dispatcher.

Closure SFS NLO (Sperrung SFS NLO): no trains from/to Lohr, line closed at the Nantenbacher Kurve, trains coming from NGM; Trains via the SFS to Lohr must be sent into the direction of NWZ by the dispatcher.

both line closures (both Sperrungen): no trains to/from the SFS, line closed between NWH and NRB, trains come from NGM; All trains via the SFS must be sent into the direction of NWZ by the dispatcher.

The "Closure SFS" can not be activated simultaneously with the fax options "PbZ ...".

Overview of the handling of PbZ-D trains

Below an overview of the handling of the PbZ-D trains. The required actions for the dispatcher are stated in the remarks of the relevant RLok/RAbt (switcher). The switcher appears depending on the arrival of the PbZ-D train. This train always goes to track 205.

In the timetable, wagons are added to or uncouple from all trains using by a switcher. For the PbZ-2487 (arriving late in the evening), the switcher will place the required wagons on track 435 during the day. This is included in the timetable as the variant (Regel).

Other variants can be selected by fax (to be activated in time before the planned arrival of the PbZ-D). The variants have the following meaning:

A: Thursday

B: Tuesday

2: only uncoupling wagons

1: only adding wagons

0: no handling

Train-Nr.

Variant

arr

Handling

dept

2486

Regel

00:57

Train loco uncouples and waits on track 261

Switcher brings a wagon from Wa and couples it on the front side

Switcher runs around and uncouple the last wagon

Switcher brings the car towards Wa

Train loco couples on the front side

01:53

2486

2

00:57

Last wagon will be uncoupled

Switcher comes out of Wa via the eastside, and couples with the wagon

Switcher transfers the wagon to Wa via the eastside

01:53

2486

1

00:57

Train loco uncouples and waits on track 261

Switcher brings wagons from Wa and couples them on the front side

Switcher returns to Wa

Train loco couples on the front side

01:53

2486

0

00:57

PbZ-D will continue with the same train composition

01:53

2487

Regel

22:17

14:01 Switcher transfers wagons to track 435, and stables them there

Switcher comes out of Wa, and couples to the back of the train

Switcher transfers uncoupled wagons as RAbt to track 435

RAbt couples with the stabled cars on track 435

RAbt couples again with the PbZ train

Switcher uncouples cars to be stabled and goes back to Wa

23:13

2487

2

22:17

Last wagons are uncoupled

Switcher comes out of Wa and couples with those cars

Switcher transfers the wagons to Wa

23:13

2487

1

22:17

Switcher comes out of Wa with wagons, and couples them to the back of the train

Switcher uncouples and goes back to Wa

23:13

2487

0

22:17

PbZ-D continues its service with the same train composition

23:13

When selecting a variant by fax, the wagons being stabled during daytime are stabled on track 435. Anyone who wants to, can change the movement orders of the switcher (RLok) and have these wagons transferred to stabling area Wa after having completed the train composition of the PbZ-D train.

Periods for the individual traffic days:

PbZ-D 2486

Thu (A):Tue (B):

until 31/03/2016 and from 05/10/2016, additionally on 19/05/201601/03/2016 – 06/12/2016, not on 08, 15, 29/03/2016 and 17/05/2016

PbZ-D 2487

Thu (A):Tue (B):

until 31/03/2016 and from 06/10/201605/04/2016 – 27/09/2016 and 06/10/2016 – 08/12/2016